Vehicle control apparatus and method for controlling the same

ABSTRACT

A vehicle control apparatus and a method for controlling the same are disclosed. The vehicle control apparatus includes an inputter, a determiner, and a controller. The inputter receives an automatic vehicle hold (AVH) switch operation signal from an AVH device, and receives a current vehicle movement value sensed by a sensing device and a current vehicle brake force value of a brake device that generates brake force in response to activation of the AVH device. The determiner determines whether the received AVH switch operation signal transitions from an ON state to an AVH entry state, determines whether vehicle movement occurs on the basis of the received current vehicle movement value during an AVH retention time in the AVH entry state, and determines that the current vehicle brake force value is in an abnormal state when vehicle movement occurs. The controller receives the current vehicle movement value and the current vehicle brake force value, and transmits a command for judgment to the determiner.

CROSS-REFERENCE TO RELATED APPLICATION

This application is based on and claims priority under 35 U.S.C. § 119to Korean Patent Application No. 10-2017-0069691, filed on Jun. 5, 2017in the Korean Intellectual Property Office, the disclosure of which isincorporated by reference in its entirety.

BACKGROUND 1. Field

Embodiments of the present disclosure relate to a vehicle controlapparatus and a method for controlling the same.

2. Description of the Related Art

Generally, a conventional brake apparatus for a vehicle is designed todetermine a brake state by controlling the speed of the vehicle in amanner that the vehicle can stop in necessary situations.

For example, Korean Patent Registration No. 10-1541711 (2017 Jul. 29)has disclosed a conventional vehicle that allows a brake resistancecontroller to perform a brake resistance function in a faulty state of abrake system or to inform a vehicle controller or a driver of anoperation or non-operation state of the brake resistance function in thefaulty state of the brake system, and a method for controlling brakingof the conventional vehicle.

However, the above-mentioned conventional vehicle and method forcontrolling braking of the conventional vehicle have difficulty not onlyin increasing the accuracy of determining brake force of the vehicle,but also in increasing the efficiency of compensation of the brake forceof the vehicle, resulting in reduction in braking efficiency of thevehicle.

CITED REFERENCE Patent Document

Korean Patent Registration No. 10-1541711 (2015 Jul. 29)

SUMMARY

Therefore, it is an aspect of the present disclosure to provide avehicle control apparatus for increasing the accuracy of determiningbrake force of a vehicle, and a method for controlling the same.

It is another aspect of the present disclosure to provide a vehiclecontrol apparatus for improving the efficiency of compensation of brakeforce of a vehicle, and a method for controlling the same.

It is another aspect of the present disclosure to provide a vehiclecontrol apparatus for preventing malfunction of an automatic vehiclehold (AVH) device during compensation of brake force of a vehicle, and amethod for controlling the same.

It is another aspect of the present disclosure to provide a vehiclecontrol apparatus for increasing reliability of a vehicle by suppressinganxiety about a current braking condition, and a method for controllingthe same.

It is another aspect of the present disclosure to provide a vehiclecontrol apparatus for improving the efficiency of vehicle braking whilesimultaneously reducing an overall braking time of the vehicle, and amethod for controlling the same.

Additional aspects of the invention will be set forth in part in thedescription which follows and, in part, will be obvious from thedescription, or may be learned by practice of the invention.

In accordance with an aspect of the present disclosure, a vehiclecontrol apparatus includes: an inputter configured to receive anautomatic vehicle hold (AVH) switch operation signal from an AVH device,and receive a current vehicle movement value sensed by a sensing deviceand a current vehicle brake force value of a brake device that generatesbrake force in response to activation of the AVH device; a determinerconfigured to determine whether the received AVH switch operation signaltransitions from an ON state to an AVH entry state, determine whethervehicle movement occurs on the basis of the received current vehiclemovement value during an AVH retention time in the AVH entry state, anddetermine that the current vehicle brake force value is in an abnormalstate when vehicle movement occurs; and a controller configured toreceive the current vehicle movement value and the current vehicle brakeforce value, and transmit a command for judgment to the determiner.

The vehicle control apparatus may further include a compensatorconfigured to supply a target hydraulic pressure value established inresponse to the current vehicle movement value to one or more wheelsduring the abnormal state, thereby compensating for vehicle brake force.

The vehicle control apparatus may further include a controllerconfigured to turn off the AVH device when the target hydraulic pressurevalue is supplied to the wheel.

The inputter may receive a current vehicle gradient value and a currentvehicle drive force value from the sensing device. The determiner maydetermine whether a vehicle gradient state is at a flat level on thebasis of the received current vehicle gradient value when the vehiclemovement occurs, may determine whether the current vehicle drive forcevalue is higher than the current vehicle brake force value when thevehicle gradient state is at the flat level, may determine whether thevehicle movement successively occurs on the basis of the receivedcurrent vehicle movement value when the current vehicle drive forcevalue is higher than the current vehicle brake force value, and maydetermine the abnormal state of the current vehicle brake force valuewhen the vehicle movement successively occurs.

The vehicle control apparatus may further include a compensatorconfigured to supply, when the abnormal state is decided, a targethydraulic pressure value established in response to the current vehiclemovement value to one or more wheels when the vehicle movement hassuccessively occurred, thereby compensating for vehicle brake force.

The vehicle control apparatus may further include a controllerconfigured to turn off the AVH device when the target hydraulic pressurevalue is supplied to the wheel in response to successive occurrence ofthe vehicle movement.

The vehicle control apparatus may further include an identifierconfigured to identify that the current vehicle brake force value is inthe abnormal state, when the vehicle movement occurs.

The vehicle control apparatus may further include an identifierconfigured to identify that the current vehicle brake force value is inthe abnormal state when the vehicle movement successively occurs.

The determiner may determine whether the AVH retention time has elapsed.The controller may perform switching to an electronic parking brake(EPB) device after lapse of the AVH retention time.

In accordance with another aspect of the present disclosure, a methodfor controlling a vehicle includes: receiving an automatic vehicle hold(AVH) switch operation signal from an AVH device; determining whetherthe received AVH switch operation signal transitions from an ON state toan AVH entry state; receiving a current vehicle movement value sensed bya sensing device and a current vehicle brake force value of a brakedevice that generates brake force in response to activation of the AVHdevice; and determining whether vehicle movement occurs on the basis ofthe received current vehicle movement value during an AVH retention timein the AVH entry state, and determining that the current vehicle brakeforce value is in an abnormal state when the vehicle movement occurs.

The method may further receive supplying a target hydraulic pressurevalue established in response to the current vehicle movement value toone or more wheels, when the abnormal state is decided, therebycompensating for brake force of the vehicle.

The method may further include turning off the AVH device when thetarget hydraulic pressure value is supplied to the wheel.

The method may further include receiving a current vehicle gradientvalue and a current vehicle drive force value from the sensing device,determining whether a vehicle gradient state is at a flat level on thebasis of the received current vehicle gradient value when the vehiclemovement occurs, determining whether the current vehicle drive forcevalue is higher than the current vehicle brake force value when thevehicle gradient state is at the flat level, determining whether thevehicle movement successively occurs on the basis of the receivedcurrent vehicle movement value when the current vehicle drive forcevalue is higher than the current vehicle brake force value, anddetermining the abnormal state of the current vehicle brake force valuewhen the vehicle movement successively occurs.

The method may further include, when the abnormal state is decided,supplying a target hydraulic pressure value established in response tothe current vehicle movement value to one or more wheels when thevehicle movement has successively occurred, thereby compensating forvehicle brake force.

The method may further include turning off the AVH device when thetarget hydraulic pressure value is supplied to the wheel in response tosuccessive occurrence of the vehicle movement.

The method may further include identifying that the current vehiclebrake force value is in the abnormal state, when the vehicle movementoccurs.

The method may further include identifying that the current vehiclebrake force value is in the abnormal state, when the vehicle movementsuccessively occurs.

The method may further include determining whether the AVH retentiontime has elapsed, and performing switching to an electronic parkingbrake (EPB) device after lapse of the AVH retention time.

BRIEF DESCRIPTION OF THE DRAWINGS

These and/or other aspects of the invention will become apparent andmore readily appreciated from the following description of theembodiments, taken in conjunction with the accompanying drawings ofwhich:

FIG. 1 is a block diagram illustrating an example of a connection stateof a vehicle control apparatus connected to an automatic vehicle hold(AVH) device, a brake device, and a sensing device according to anembodiment of the present disclosure.

FIG. 2 is a block diagram illustrating an example of the vehicle controlapparatus shown in FIG. 1.

FIG. 3 is a waveform diagram illustrating a method for allowing adeterminer shown in FIGS. 2 and 7 to decide whether current brake forceof the vehicle is in an abnormal state and a method for allowing acompensator to compensate for brake force of the vehicle.

FIG. 4 is a flowchart illustrating an example of a method forcontrolling the vehicle control apparatus according to an embodiment ofthe present disclosure.

FIG. 5 is a flowchart illustrating another example of a method forcontrolling the vehicle control apparatus according to an embodiment ofthe present disclosure.

FIG. 6 is a block diagram illustrating another example of a connectionstate of a vehicle control apparatus connected to an AVH device, a brakedevice, a sensing device, and wheels according to an embodiment of thepresent disclosure.

FIG. 7 is a block diagram illustrating another example of the vehiclecontrol apparatus shown in FIG. 6.

FIG. 8 is a flowchart illustrating still another example of a method forcontrolling the vehicle control apparatus according to an embodiment ofthe present disclosure.

FIG. 9 is a flowchart illustrating still another example of a method forcontrolling the vehicle control apparatus according to an embodiment ofthe present disclosure.

FIG. 10 is a flowchart illustrating still another example of a methodfor controlling the vehicle control apparatus according to an embodimentof the present disclosure.

FIG. 11 is a block diagram illustrating still another example of thevehicle control apparatus according to an embodiment of the presentdisclosure.

FIG. 12 is a flowchart illustrating still another example of a methodfor controlling the vehicle control apparatus according to an embodimentof the present disclosure.

FIG. 13 is a flowchart illustrating still another example of a methodfor controlling the vehicle control apparatus according to an embodimentof the present disclosure.

FIG. 14 is a block diagram illustrating still another example of aconnection state of a vehicle control apparatus connected to an AVHdevice, a brake device, a sensing device, and an electronic parkingbrake (EPB) device according to an embodiment of the present disclosure.

FIG. 15 is a block diagram illustrating still another example of thevehicle control apparatus shown in FIG. 14.

FIG. 16 is a flowchart illustrating still another example of a methodfor controlling the vehicle control apparatus according to an embodimentof the present disclosure.

FIG. 17 is a flowchart illustrating still another example of a methodfor controlling the vehicle control apparatus according to an embodimentof the present disclosure.

DETAILED DESCRIPTION

Reference will now be made in detail to the embodiments of the presentdisclosure, examples of which are illustrated in the accompanyingdrawings. The embodiments to be described below are provided to fullyconvey the spirit of the present disclosure to a person skilled in theart. The present disclosure is not limited to the embodiments disclosedherein and may be implemented in other forms. In the drawings, someportions not related to the description will be omitted and will not beshown in order to clearly describe the present disclosure, and also thesize of the component may be exaggerated or reduced for convenience andclarity of description.

FIG. 1 is a block diagram illustrating an example of a connection stateof a vehicle control apparatus connected to an automatic vehicle hold(AVH) device, a brake device, and a sensing device according to anembodiment of the present disclosure. FIG. 2 is a block diagramillustrating an example of the vehicle control apparatus shown in FIG.1.

FIG. 3 is a waveform diagram illustrating a method for allowing adeterminer shown in FIGS. 2 and 7 to decide whether current brake forceof the vehicle is in an abnormal state and a method for allowing acompensator to compensate for brake force of the vehicle.

Referring to FIGS. 1 to 3, the vehicle control apparatus 100 accordingto the embodiment of the present disclosure may include an inputter 102,a determiner 104, and a controller 106.

The inputter 102 may receive an AVH switch operation signal from anautomatic vehicle hold (AVH) device 10.

The inputter 102 may receive not only a current vehicle movement valueVM, but also a current vehicle brake force value VB of the brake device50 that generates brake force in response to activation of the AVHdevice 10, from the sensing device 30. Here, the current vehiclemovement value VM and the current vehicle brake force value VB aresensed by the sensing device 30.

For example, although not shown in the drawing, the sensing device 30may include a wheel speed sensor (not shown) to detect a current vehiclemovement value VM and a pressure sensor (not shown) to detect a currentvehicle brake force value VB.

The determiner 104 may determine whether the AVH switch operation signalapplied to the inputter 102 has transitioned from an ON state A to anAVH entry state upon receiving a control signal from the controller 106.

For example, the determiner 104 may determine whether a shift lever isin a drive (D) mode and the AVH switch operation signal applied to theinputter 102 has transitioned from the ON state A to the AVH entry stateupon receiving a control signal from the controller 106.

When the AVH entry state is decided, the determiner 104 may determineoccurrence or non-occurrence of vehicle movement on the basis of acurrent vehicle movement value VM1 that is applied to the inputter 102during an AVH retention time t1˜t2, upon receiving a control signal fromthe controller 106.

When occurrence of vehicle movement is decided, the determiner 104 maydetermine that the current vehicle brake force value VB1 is in anabnormal state.

The controller 106 may receive the current vehicle movement value VM andthe current vehicle brake force value VB, and may transmit a command forjudgment to the determiner 104.

The inputter 102 of the vehicle control apparatus 100 according to theembodiment of the present disclosure may further receive not only acurrent vehicle gradient value VG sensed by the sensing device 30, butalso current vehicle drive force values VDT and VDE sensed by thesensing device 30.

For example, although not shown in the drawing, the sensing device 30may include a longitudinal gravity acceleration sensor (not shown) todetect a current vehicle gradient value VG, and may include atransmission control (TC) RPM sensor (not shown) to detect a currentvehicle drive force value VDT and an engine RPM sensor (not shown) todetect a current vehicle drive force value VDE.

When occurrence of vehicle movement is decided, the determiner 104 ofthe vehicle control device 100 according to the embodiment of thepresent disclosure may further determine whether the vehicle gradientstate is at a flat level on the basis of the current vehicle gradientvalues VG1˜VG5 applied to the inputter 102 upon receiving a controlsignal from the controller 106.

When the vehicle gradient state is at the flat level, the determiner 104of the vehicle control apparatus 100 according to the embodiment of thepresent disclosure may further determine whether current vehicle driveforce values VDT1˜VDT5 and VDE1˜VDE5 applied to the inputter 102 arehigher than current vehicle brake force values VB1˜VB5 upon receiving acontrol signal from the controller 106.

When the current vehicle drive force values VDT1˜VDT5 and VDE1˜VDE5 arehigher than current vehicle brake force values VB1˜VB5, the determiner104 of the vehicle control apparatus 100 according to the embodiment ofthe present disclosure may further determine whether vehicle movementsuccessively occurs on the basis of the current vehicle movement valuesVM1˜VM5 applied to the inputter 102 during the AVH retention time t1˜t11upon receiving a control signal from the controller 106.

For example, when the current vehicle drive force values VDT1˜VDT5 andVDE1˜VDE5 are higher than the current vehicle brake force valuesVB1˜VB5, the determiner 104 may further determine whether the vehiclehas moved a predetermined number of times during a predetermined time onthe basis of the current vehicle movement values VM1˜VM5 applied to theinputter 102 during the AVH retention time t1˜t11 upon receiving acontrol signal from the controller 106.

When the vehicle has successively moved, the determiner 104 of thevehicle control apparatus 100 according to the embodiment of the presentdisclosure may further determine that the current vehicle brake forcevalues VB1˜VB5 are in the abnormal state.

FIG. 4 is a flowchart illustrating an example of a method forcontrolling the vehicle control apparatus according to an embodiment ofthe present disclosure.

FIG. 5 is a flowchart illustrating another example of a method forcontrolling the vehicle control apparatus according to an embodiment ofthe present disclosure.

Referring to FIG. 4, a vehicle control method 400 for the vehiclecontrol apparatus 100 of FIG. 2 may include a first input operationS402, a second decision operation S404, a second input operation S406,and second decision operations S408 and S416.

In the first input operation S402, the inputter 102 (see FIG. 2) mayreceive the AVH switch operation signal from the AVH device 10 (see FIG.2).

In the first decision operation S404, the determiner 104 (see FIG. 2)may determine whether the AVH switch operation signal applied to theinputter 102 (see FIG. 2) has transitioned from the ON state A (see FIG.3) to the AVH entry state upon receiving a control signal from thecontroller 106 (see FIG. 2).

In the second decision operation S406, the inputter 102 (see FIG. 2) mayreceive the current vehicle movement value VM (see FIG. 3) sensed by thesensing device 30 (see FIG. 2) and the current vehicle brake force valueVB (see FIG. 3) of the brake device 50 (see FIG. 2) that generates brakeforce in response to activation of the AVH device 10 (see FIG. 2).

In the second decision operation S408, when the AVH entry state isdecided, the determiner 104 (see FIG. 2) may determine whether thevehicle has moved on the basis of the current vehicle movement value VM1(see FIG. 3) applied to the inputter 102 (see FIG. 2) during the AVHretention time t1˜t2 (see FIG. 3) upon receiving a control signal fromthe controller 106 (see FIG. 2).

In the second decision operation S416, when occurrence of vehiclemovement is decided, the determiner 104 (see FIG. 2) may determine thatthe current vehicle brake force value VB1 (see FIG. 3) is in theabnormal state.

Referring to FIG. 5, a vehicle control method 500 for the vehiclecontrol apparatus 100 (see FIG. 2) according to the embodiment of thepresent disclosure may include a first input operation S502, a firstdecision operation S504, a second input operation S506, and seconddecision operations S508, S510, S512, S514, and S516.

In the first input operation S502, the inputter 102 (see FIG. 2) mayreceive the AVH switch operation signal from the AVH device 10 (see FIG.2).

In the first decision operation S504, the determiner 104 (see FIG. 2)may determine whether the AVH switch operation signal applied to theinputter 102 (see FIG. 2) has transitioned from the ON state A (see FIG.3) to the AVH entry state upon receiving a control signal from thecontroller 106 (see FIG. 2).

For example, in the first decision operation S504, the determiner 104may determine whether the shift lever is in a drive (D) mode (see FIG.3) and the AVH switch operation signal applied to the inputter 102 (seeFIG. 2) has transitioned from the ON state A to the AVH entry state uponreceiving a control signal from the controller 106 (see FIG. 2).

In the second decision operation S506, the inputter 102 (see FIG. 2) mayreceive the current vehicle movement value VM (see FIG. 3) sensed by thesensing device 30 (see FIG. 2), the current vehicle brake force value VB(see FIG. 3) of the brake device 50 (see FIG. 2) that generates brakeforce in response to activation of the AVH device 10 (see FIG. 2), acurrent vehicle gradient value VG (see FIG. 3 sensed by the sensingdevice 30 (see FIG. 30), and current vehicle drive force values VDT andVDE (see FIG. 3).

In the second decision operation S508, when the AVH entry state isdecided, the determiner 104 (see FIG. 2) may determine whether thevehicle has moved on the basis of the current vehicle movement value VM1(see FIG. 3) applied to the inputter 102 (see FIG. 2) during the AVHretention time t1˜t2 (see FIG. 3) upon receiving a control signal fromthe controller 106 (see FIG. 2).

In the second decision operation S510, when occurrence of vehiclemovement is decided, the determiner 104 (see FIG. 2) may determinewhether the vehicle gradient state is at a flat level on the basis ofthe current vehicle gradient values VG1˜VG5 (see FIG. 3) applied to theinputter 102 (see FIG. 2) upon receiving a control signal from thecontroller 106 (see FIG. 2).

In the second decision operation S512, when the vehicle gradient stateis at the flat level, the determiner 104 (see FIG. 2) may determinewhether current vehicle drive force values VDT1˜VDT5 and VDE1˜VDE5 (seeFIG. 3) applied to the inputter 102 are higher than current vehiclebrake force values VB1˜VB5 (see FIG. 3) upon receiving a control signalfrom the controller 106.

In the second decision operation S514, when the current vehicle driveforce values VDT1˜VDT5 and VDE1˜VDE5 (see FIG. 3) are higher thancurrent vehicle brake force values VB1˜VB5 (see FIG. 3), the determiner104 (see FIG. 2) may determine whether the vehicle has successivelymoved on the basis of the current vehicle movement values VM1˜VM5 (seeFIG. 3) applied to the inputter 102 (see FIG. 2) during the AVHretention time t1˜t11 (see FIG. 3) upon receiving a control signal fromthe controller 106 (see FIG. 2).

For example, in the second decision operation S514, when the currentvehicle drive force values VDT1˜VDT5 and VDE1˜VDE5 (see FIG. 3) arehigher than current vehicle brake force values VB1˜VB5 (see FIG. 3), thedeterminer 104 (see FIG. 2) may determine whether the vehicle hassuccessively moved a predetermined number of times on the basis of thecurrent vehicle movement values VM1˜VM5 applied to the inputter 102 (seeFIG. 2) during the AVH retention time t1˜t11 (see FIG. 3) upon receivinga control signal from the controller 106.

In the second decision operation S516, when the vehicle has successivelymoved, the determiner 104 (see FIG. 2) may determine that the currentvehicle brake force values VB1˜VB5 (see FIG. 3) are in the abnormalstate.

FIG. 6 is a block diagram illustrating another example of a connectionstate of the vehicle control apparatus connected to the AVH device, thebrake device, the sensing device, and wheels according to an embodimentof the present disclosure. FIG. 7 is a block diagram illustratinganother example of the vehicle control apparatus shown in FIG. 6.

Referring to FIGS. 6 and 7, a vehicle control apparatus 600 may includean inputter 602, a determiner 604, and a controller 606 in the samemanner as in the vehicle control apparatus 100 (see FIG. 2).

Functions of constituent elements of the vehicle control apparatus 600and the connection relationship therebetween are identical to those ofconstituent elements of the vehicle control apparatus 100 (see FIG. 2),and as such a detailed description thereof will herein be omitted forconvenience of description.

The vehicle control apparatus 600 may further include a compensator 608.

When occurrence of the abnormal state is decided by the determiner 604,the compensator 608 may transmit a target hydraulic pressure value VBC1established in response to the current vehicle movement value VM1 towheels 70 upon receiving a control signal from the controller 606,thereby compensating for brake force of the vehicle.

Referring to FIGS. 3 and 7, when occurrence of the abnormal state isdecided by the determiner 504, the compensator 508 may transmit targethydraulic pressure values VBC1˜VBC6 established in response to thecurrent vehicle movement values VM1˜VM5 to the wheels 70 according tooccurrence of successive vehicle movement upon receiving a controlsignal from the controller 606, thereby compensating for brake force ofthe vehicle.

For example, when occurrence of the abnormal state is decided by thedeterminer 504, the compensator 508 may transmit target hydraulicpressure values VBC1˜VBC6 established in response to the current vehiclemovement values VM1˜VM5 to the wheels 70 when the vehicle has moved apredetermined number of times during a predetermined time upon receivinga control signal from the controller 606, thereby compensating for brakeforce of the vehicle.

When the target hydraulic pressure values are supplied to the wheels 70,the controller 606 of the vehicle control apparatus 600 may turn off theAVH device 10.

Referring to FIGS. 3 and 7, when the target hydraulic pressure valuesVBC1˜VBC6 are supplied to the wheels 70 in response to occurrence ofsuccessive vehicle movement, the controller 606 of the vehicle controlapparatus 600 may turn off the AVH device 10.

For example, when the target hydraulic pressure values VBC1˜VBC6 aresupplied to the wheels 70 at a specific time where the vehicle has moveda predetermined number of times during a predetermined time, thecontroller 606 may turn off the AVH device 10.

FIG. 8 is a flowchart illustrating still another example of a method forcontrolling the vehicle control apparatus according to an embodiment ofthe present disclosure. FIG. 9 is a flowchart illustrating still anotherexample of a method for controlling the vehicle control apparatusaccording to an embodiment of the present disclosure.

FIG. 10 is a flowchart illustrating still another example of a methodfor controlling the vehicle control apparatus according to an embodimentof the present disclosure.

Referring to FIGS. 8 to 10, vehicle control methods 800, 900, and 1000for the vehicle control apparatus 600 (see FIG. 6) according to theembodiments of the present disclosure may include first input operationsS802 to S1002, first decision operations S804 to S1004, second inputoperations S806, S906, and S1006, and second decision operations S808,S908, S816, S916, S1008, S1010, S1012, S1014, and S1016 in the samemanner as in the vehicle control methods 400 and 500 (see FIGS. 4 and 5)for the vehicle control apparatus 100 (see FIG. 2).

Functions of respective operations shown in the vehicle control methods800 to 1000 of the vehicle control apparatus 600 (see FIG. 7) and theconnection relationship therebetween are identical to those of thevehicle control methods 400 and 500 (see FIGS. 4 and 5) of the vehiclecontrol apparatus 100 (see FIG. 2), and as such a detailed descriptionthereof will herein be omitted for convenience of description.

The vehicle control methods 800 to 1000 of the vehicle control apparatus600 (see FIG. 7) may include first compensation operations S808 and S918and a second compensation operation S1018.

The first compensation operations S818 and S918 may be performed aftercompletion of the second decision operations S816 and S916.

In the first compensation operations S808 and S918, when occurrence ofthe abnormal state is decided by the determiner 604 (see FIG. 7), thecompensator 608 (see FIG. 7) may transmit a target hydraulic pressurevalue VBC1 (see FIG. 3) established in response to the current vehiclemovement value VM1 (see FIG. 3) to wheels 70 (see FIG. 7) upon receivinga control signal from the controller 606, thereby compensating for brakeforce of the vehicle.

The second compensation operation S1018 may be performed aftercompletion of the second decision operation S1016.

In the second compensation operation S1018, when occurrence of theabnormal state is decided by the determiner 604 (see FIG. 7), thecompensator 608 (see FIG. 7) may transmit target hydraulic pressurevalues VBC1˜VBC6 (see FIG. 3) established in response to the currentvehicle movement values VM1˜VM5 (see FIG. 3) to the wheels 70 (see FIG.7) when the vehicle has successively moved upon receiving a controlsignal from the controller 606 (see FIG. 7), thereby compensating forbrake force of the vehicle.

For example, in the second compensation operation S1018, when occurrenceof the abnormal state is decided by the determiner 604 (see FIG. 7), thecompensator 608 (see FIG. 7) may transmit target hydraulic pressurevalues VBC1˜VBC6 (see FIG. 3) established in response to the currentvehicle movement values VM1˜VM5 (see FIG. 3) to the wheels 70 (see FIG.7) when the vehicle has moved a predetermined number of times during apredetermined time upon receiving a control signal from the controller606 (see FIG. 7), thereby compensating for brake force of the vehicle.

Referring to FIGS. 9 and 10, vehicle control methods 900 and 1000 forthe vehicle control apparatus 600 (see FIG. 7) may include a firstcontrol operation S920 and a second control operation S1020.

The first control operation S920 may be performed after completion ofthe first compensation operation S918.

In the first control operation S920, when the compensator 608 (see FIG.7) supplies the target hydraulic pressure value VBC1 (see FIG. 3) towheels 70 (see FIG. 7), the controller 606 (see FIG. 7) may turn off theAVH device 10 (see FIG. 7).

The second control operation S1020 may be performed after completion ofthe second compensation operation S1018.

In the second control operation S1020, when the compensator 608 (seeFIG. 7) supplies the target hydraulic pressure values VBC1˜VBC6 (seeFIG. 3) to wheels 70 (see FIG. 7) in response to occurrence ofsuccessive vehicle movement, the controller 606 (see FIG. 7) may turnoff the AVH device 10 (see FIG. 7).

For example, in the second control operation S1020, when the compensator608 (see FIG. 7) supplies target hydraulic pressure values VBC1˜VBC6(see FIG. 3) when the vehicle has moved a predetermined number of timesduring a predetermined time, the controller 606 (see FIG. 7) may turnoff the AVH device 10 (see FIG. 7).

FIG. 11 is a block diagram illustrating still another example of thevehicle control apparatus according to an embodiment of the presentdisclosure.

Referring to FIG. 11, a vehicle control apparatus 1100 according to theembodiment of the present disclosure may include an inputter 1102, adeterminer 1104, and a controller 1106 in the same manner as in thevehicle control apparatus 100 (see FIG. 2).

Functions of constituent elements of the vehicle control apparatus 1100and the connection relationship therebetween are identical to those ofconstituent elements of the vehicle control apparatus 100 (see FIG. 2),and as such a detailed description thereof will herein be omitted forconvenience of description.

The vehicle control apparatus 1100 may further include an identifier1110.

When occurrence of vehicle movement is decided by the determiner 1104,the identifier 1110 may identify that the current vehicle brake forcevalue is in the abnormal state upon receiving a control signal from thecontroller 1106.

When occurrence of successive vehicle movement is decided by thedeterminer 1104, the identifier 1110 may identify that the currentvehicle brake force value is in the abnormal state upon receiving acontrol signal from the controller 1106.

For example, although not shown in the drawing, when the sensing device30 includes a pressure sensor (not shown) to measure pressure of eachwheel, the identifier 1110 may identify that the current vehicle brakeforce value is in the abnormal state using an alarm device (not shown)configured to warn of pressure leakage and the necessity of padreplacement.

In another example, when the sensing device 30 includes a pressuresensor (not shown) incapable of measuring wheel pressure, the identifier1110 may identify that the current vehicle brake value is in theabnormal state by turning on a warning lamp (not shown) indicating theabnormal state of the brake device 50.

Although not shown in the drawing, the identifier 1110 may include atleast one of a human machine interface (HMI) module (not shown) and ahead-up display (HUD) module (not shown), each of which can allow a user(i.e., a driver) to recognize vehicle information or vehicle statesthrough interfacing between the user and a machine, such that theidentifier 1110 may identify that the current vehicle brake force valueis in the abnormal state by activating at least one of an HMI messagedisplay function of the HMI module (not shown) and a HUD message displayfunction of the HUD module (not shown).

FIG. 12 is a flowchart illustrating still another example of a methodfor controlling the vehicle control apparatus according to an embodimentof the present disclosure. FIG. 13 is a flowchart illustrating stillanother example of a method for controlling the vehicle controlapparatus according to an embodiment of the present disclosure.

Referring to FIGS. 12 and 13, vehicle control methods 1200 and 1300 forthe vehicle control apparatus 1100 (see FIG. 11) according to theembodiments of the present disclosure may include first input operationsS1202 and S1302, first decision operations S1204 and S1304, second inputoperations S1206 and S1306, and second decision operations S1208, S1216,S1308, S1310, S1312, S1314, and S1316 in the same manner as in thevehicle control methods 400 and 500 (see FIGS. 4 and 5) for the vehiclecontrol apparatus 100 (see FIG. 2).

Functions of respective operations shown in the vehicle control methods1200 and 1300 of the vehicle control apparatus 1100 (see FIG. 11) andthe connection relationship therebetween are identical to those of thevehicle control methods 400 and 500 (see FIGS. 4 and 5) of the vehiclecontrol apparatus 100 (see FIG. 2), and as such a detailed descriptionthereof will herein be omitted for convenience of description.

The vehicle control methods 1200 and 1300 of the vehicle controlapparatus 1100 (see FIG. 11) may include a first identificationoperation S1209 and a second identification operation S1315.

The first identification operation S1209 may be performed aftercompletion of the second decision operation S1208.

Although not shown in the drawing, the first identification operationS1209 may be synchronized with the second decision operation S1216 asnecessary.

In the first identification operation S1209, when occurrence of vehiclemovement is decided by the determiner 1104 (see FIG. 11), the identifier1110 (see FIG. 11) may identify that the current vehicle brake forcevalue is in the abnormal state upon receiving a control signal from thecontroller 1106 (see FIG. 11).

The second identification operation S1315 may be performed aftercompletion of the second decision operation S1314.

Although not shown in the drawing, the first identification operationS1315 may be synchronized with the second decision operation S1316 asnecessary.

In the second identification operation S1315, when occurrence ofsuccessive vehicle movement is decided by the determiner 1104 (see FIG.11), the identifier 1110 (see FIG. 11) may identify that the currentvehicle brake force value is in the abnormal state upon receiving acontrol signal from the controller 1106 (see FIG. 11).

FIG. 14 is a block diagram illustrating still another example of aconnection state of the vehicle control apparatus connected to the AVHdevice, the brake device, the sensing device, and the EPB deviceaccording to an embodiment of the present disclosure. FIG. 15 is a blockdiagram illustrating still another example of the vehicle controlapparatus shown in FIG. 14.

Referring to FIGS. 14 and 15, a vehicle control apparatus 1400 accordingto the embodiment of the present disclosure may include an inputter1402, a determiner 1404, and a controller 1406 in the same manner as inthe vehicle control apparatus 100 (see FIG. 2).

Functions of constituent elements of the vehicle control apparatus 1400and the connection relationship therebetween are identical to those ofconstituent elements of the vehicle control apparatus 100 (see FIG. 2),and as such a detailed description thereof will herein be omitted forconvenience of description.

The determiner 1404 of the vehicle control apparatus 1400 may furtherdetermine whether the AVH retention time t1˜t11 has elapsed.

When lapse of the AVH retention time t1˜t11 is decided by the determiner1404, the controller 1406 of the vehicle control apparatus 1400 mayperform switching to the EPB device 90.

FIG. 16 is a flowchart illustrating still another example of a methodfor controlling the vehicle control apparatus according to an embodimentof the present disclosure. FIG. 17 is a flowchart illustrating stillanother example of a method for controlling the vehicle controlapparatus according to an embodiment of the present disclosure.

Referring to FIGS. 16 and 17, vehicle control methods 1600 and 1700 forthe vehicle control apparatus 1400 (see FIG. 15) according to theembodiments of the present disclosure may include first input operationsS1602 and S1702, first decision operations S1604 and S1704, second inputoperations S1606 and S1706, and second decision operations S1608, S1616,S1708, S1710, S1712, S1714, and S1716 in the same manner as in thevehicle control methods 400 and 500 (see FIGS. 4 and 5) for the vehiclecontrol apparatus 100 (see FIG. 2).

Functions of respective operations shown in the vehicle control methods1600 and 1700 of the vehicle control apparatus 1500 (see FIG. 15) andthe connection relationship therebetween are identical to those of thevehicle control methods 400 and 500 (see FIGS. 4 and 5) of the vehiclecontrol apparatus 100 (see FIG. 2), and as such a detailed descriptionthereof will herein be omitted for convenience of description.

The vehicle control methods 1600 and 1700 of the vehicle controlapparatus 1500 (see FIG. 15) may include second decision operationsS1609 and S1715 and third control operations S1611 and S1717.

The second decision operation S1609 may be performed after completion ofthe second decision operation S1608.

Although not shown in the drawing, the second decision operation S1609may be performed after completion of the second decision operationS1616.

The second decision operation S1715 may be performed after completion ofthe second decision operation S1714.

Although not shown in the drawing, the second decision operation S1715may be performed after completion of the second decision operationS1716.

In the second decision operations S1609 and S1715, the determiner 1404(see FIG. 15) may determine that the AVH retention time has elapsed uponreceiving a control signal from the controller 1406 (see FIG. 15).

The third control operations S1611 and S1717 may be performed aftercompletion of the second decision operations S1609 and S1715.

In the third control operations S1611 and S1717, when lapse of the AVHretention time is decided by the determiner 1404 (see FIG. 15), thecontroller 1406 (see FIG. 15) may perform switching to the EPB device 90(see FIG. 15).

Meanwhile, although the vehicle control apparatuses 100, 600, and 1400according to the embodiments of the present disclosure have disclosedthat the inputters 102, 602, and 1402, the determiners 104, 604, and1404, the controllers 106, 606, and 1406, and the compensator 608 areseparated from one another to clearly explain characteristics of thepresent disclosure, each of the inputters 102, 602, and 1402, each ofthe determiners 104, 604, and 1404, and each of the controllers 106,606, and 1406 may be respectively implemented as Electronic ControlUnits (ECUs) or Micro Control Units (MCUs) configured to control overalloperation of the vehicle as well as to perform input and judgmentfunctions. Although not shown in the drawing, the compensator 608 may bea brake force compensation device (not shown) to compensate for brakeforce of the vehicle.

However, the scope of the inputters 102, 602, and 1402, the determiners104, 604, 1404, and the controllers 106, 606, and 1406 is not limitedthereto, and it should be noted that all control means capable ofcontrolling overall operation of the vehicle, all input means capable ofperforming the input function, and all judgment means capable ofperforming the judgment function may also be easily applied to thepresent disclosure without departing from the scope and spirit of thepresent disclosure. The scope of the compensator 608 is not limitedthereto, and all compensation means capable of compensating for brakeforce of the vehicle may also be applied to the present disclosurewithout departing from the scope and spirit of the present disclosure.

The vehicle control apparatuses 100, 600, 1100, and 1400 and the vehiclecontrol methods 400, 500, 800˜1000, 1200, 1300, 1600, and 1700 accordingto the embodiments of the present disclosure may determine that thecurrent vehicle brake force value VB1 is in the abnormal state whenvehicle movement occurs in the AVH retention time t1˜t2. When vehiclemovement successively occurs in the AVH retention time t1˜t11, it isdetermined that the current vehicle brake force values VB1˜VB5 are inthe abnormal state.

Therefore, the vehicle control apparatuses 100, 600, 1100, and 1400 andthe vehicle control methods 400, 500, 800 to 1000, 1200, 1300, 1600, and1700 according to the embodiments of the present disclosure maydetermine whether the current brake force value of the vehicle is in theabnormal state during operation of the AVH device 10, thereby increasingthe accuracy of judgment of vehicle brake force.

When the current vehicle brake force value VB1 is in the abnormal state,the vehicle control apparatus 600 and the vehicle control methods 800and 900 according to the embodiment of the present disclosure may supplya target hydraulic pressure value VBC1 established in response to thecurrent vehicle movement value VM1 to wheels 70, thereby compensatingfor brake force of the vehicle.

When the current vehicle brake force values VB1˜VB5 are in the abnormalstate, the vehicle control apparatus 600 and the vehicle control method1000 according to the embodiment of the present disclosure may supplytarget hydraulic pressure values VBC1˜VBC6 established in response tothe current vehicle movement values VM1˜VM5 to wheels 70 when vehiclemovement successively occurs, thereby compensating for brake force ofthe vehicle.

Therefore, the vehicle control apparatus 600 and the vehicle controlmethods 800˜1000 according to the embodiment of the present disclosuremay compensate for brake force of the vehicle when the current vehiclebrake force value is in the abnormal state, thereby increasing theefficiency of compensation of brake force of the vehicle.

When the target hydraulic pressure value VBC1 is supplied to wheels 70,the vehicle control apparatus 600 and the vehicle control methods 800and 900 according to the embodiment of the present disclosure may turnoff the AVH device 10.

When the target hydraulic pressure values VBC1˜VBC6 are supplied to thewheels 70 in response to occurrence of successive vehicle movement, thevehicle control apparatus 600 and the vehicle control method 1000according to the embodiment of the present disclosure may turn off theAVH device 10.

Therefore, the vehicle control apparatus 600 and the vehicle controlmethods 800˜1000 according to the embodiment of the present disclosuremay prevent malfunction of the AVH device 10 during compensation ofbrake force of the vehicle.

When vehicle movement occurs or when successive vehicle movement occurs,the vehicle control apparatus 1100 and the vehicle control methods 1200and 1300 according to the embodiment of the present disclosure mayidentify that the current vehicle brake force value is in the abnormalstate.

Therefore, the vehicle control apparatus 1100 and the vehicle controlmethods 1200 and 1300 according to the embodiment of the presentdisclosure may recognize a current brake state of the vehicle duringactivation of the AVH device 10, may suppress anxiety about the currentbrake state, thereby increasing reliability of the vehicle.

The vehicle control apparatus 1400 and the vehicle control methods 1600and 1700 according to the embodiment of the present disclosure mayperform switching to the EPB device 90 after lapse of the AVH retentiontime t1˜t11, the vehicle control apparatus 1400 and the vehicle controlmethods 1600 and 1700 may further reduce the braking time whilesimultaneously increasing the efficiency of vehicle braking.

As is apparent from the above description, the vehicle control apparatusand the method for controlling the same according to the embodiments ofthe present disclosure may increase the accuracy of determining brakeforce of a vehicle.

The vehicle control apparatus and the method for controlling the sameaccording to the embodiments of the present disclosure may increase theefficiency of compensation of brake force of a vehicle.

The vehicle control apparatus and the method for controlling the sameaccording to the embodiments of the present disclosure may preventmalfunction of the AVH device during compensation of brake force of thevehicle.

The vehicle control apparatus and the method for controlling the sameaccording to the embodiments of the present disclosure may increasereliability of the vehicle by suppressing anxiety about the currentbraking condition.

The vehicle control apparatus and the method for controlling the sameaccording to the embodiments of the present disclosure may improve theefficiency of vehicle braking while simultaneously reducing the brakingtime of the vehicle.

Although a few embodiments of the present disclosure have been shown anddescribed, it would be appreciated by those skilled in the art thatchanges may be made in these embodiments without departing from theprinciples and spirit of the invention, the scope of which is defined inthe claims and their equivalents.

What is claimed is:
 1. A vehicle control apparatus comprising: aninputter configured to receive an automatic vehicle hold (AVH) switchoperation signal from an AVH device, and receive a current vehiclemovement value sensed by a sensing device and a current vehicle brakeforce value of a brake device that generates brake force in response toactivation of the AVH device; a determiner configured to determinewhether the received AVH switch operation signal transitions from an ONstate to an AVH entry state, determine whether vehicle movement occurson the basis of the received current vehicle movement value during anAVH retention time in the AVH entry state, and determine that thecurrent vehicle brake force value is in an abnormal state when vehiclemovement occurs; and a controller configured to receive the currentvehicle movement value and the current vehicle brake force value, andtransmit a command for judgment to the determiner.
 2. The vehiclecontrol apparatus according to claim 1, further comprising: acompensator configured to supply a target hydraulic pressure valueestablished in response to the current vehicle movement value to one ormore wheels during the abnormal state, thereby compensating for vehiclebrake force.
 3. The vehicle control apparatus according to claim 2,further comprising: a controller configured to turn off the AVH devicewhen the target hydraulic pressure value is supplied to the wheel. 4.The vehicle control apparatus according to claim 1, wherein: theinputter receives a current vehicle gradient value and a current vehicledrive force value from the sensing device; and the determiner determineswhether a vehicle gradient state is at a flat level on the basis of thereceived current vehicle gradient value when the vehicle movementoccurs, determines whether the current vehicle drive force value ishigher than the current vehicle brake force value when the vehiclegradient state is at the flat level, determines whether the vehiclemovement successively occurs on the basis of the received currentvehicle movement value when the current vehicle drive force value ishigher than the current vehicle brake force value, and determines theabnormal state of the current vehicle brake force value when the vehiclemovement successively occurs.
 5. The vehicle control apparatus accordingto claim 4, further comprising: a compensator configured to supply, whenthe abnormal state is decided, a target hydraulic pressure valueestablished in response to the current vehicle movement value to one ormore wheels when the vehicle movement has successively occurred, therebycompensating for vehicle brake force.
 6. The vehicle control apparatusaccording to claim 5, further comprising: a controller configured toturn off the AVH device when the target hydraulic pressure value issupplied to the wheel in response to successive occurrence of thevehicle movement.
 7. The vehicle control apparatus according to claim 1,further comprising: an identifier configured to identify that thecurrent vehicle brake force value is in the abnormal state, when thevehicle movement occurs.
 8. The vehicle control apparatus according toclaim 4, further comprising: an identifier configured to identify thatthe current vehicle brake force value is in the abnormal state when thevehicle movement successively occurs.
 9. The vehicle control apparatusaccording to claim 1, wherein: the determiner determines whether the AVHretention time has elapsed; and the controller performs switching to anelectronic parking brake (EPB) device after lapse of the AVH retentiontime.
 10. A method for controlling a vehicle comprising: receiving anautomatic vehicle hold (AVH) switch operation signal from an AVH device;determining whether the received AVH switch operation signal transitionsfrom an ON state to an AVH entry state; receiving a current vehiclemovement value sensed by a sensing device and a current vehicle brakeforce value of a brake device that generates brake force in response toactivation of the AVH device; and determining whether vehicle movementoccurs on the basis of the received current vehicle movement valueduring an AVH retention time in the AVH entry state, and determiningthat the current vehicle brake force value is in an abnormal state whenthe vehicle movement occurs.
 11. The method according to claim 10,further comprising: when the abnormal state is decided, supplying atarget hydraulic pressure value established in response to the currentvehicle movement value to one or more wheels, thereby compensating forbrake force of the vehicle.
 12. The method according to claim 11,further comprising: turning off the AVH device when the target hydraulicpressure value is supplied to the wheel.
 13. The method according toclaim 10, further comprising: receiving a current vehicle gradient valueand a current vehicle drive force value from the sensing device;determining whether a vehicle gradient state is at a flat level on thebasis of the received current vehicle gradient value when the vehiclemovement occurs; determining whether the current vehicle drive forcevalue is higher than the current vehicle brake force value when thevehicle gradient state is at the flat level, determining whether thevehicle movement successively occurs on the basis of the receivedcurrent vehicle movement value when the current vehicle drive forcevalue is higher than the current vehicle brake force value; anddetermining the abnormal state of the current vehicle brake force valuewhen the vehicle movement successively occurs.
 14. The method accordingto claim 13, further comprising: when the abnormal state is decided,supplying a target hydraulic pressure value established in response tothe current vehicle movement value to one or more wheels when thevehicle movement has successively occurred, thereby compensating forvehicle brake force.
 15. The method according to claim 14, furthercomprising: turning off the AVH device when the target hydraulicpressure value is supplied to the wheel in response to successiveoccurrence of the vehicle movement.
 16. The method according to claim10, further comprising: identifying that the current vehicle brake forcevalue is in the abnormal state, when the vehicle movement occurs. 17.The method according to claim 13, further comprising: identifying thatthe current vehicle brake force value is in the abnormal state, when thevehicle movement successively occurs.
 18. The method according to claim10, further comprising: determining whether the AVH retention time haselapsed; and performing switching to an electronic parking brake (EPB)device after lapse of the AVH retention time.